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(No Model.) 4 sheetssheet 2. J

, M. R. MOORE.

STEAM ENGINE.

No. 534,753. PatentedV Feb, 2.6, 1895.

' R. MOORE.

STEAM ENGINE 4 Sheets-Sheet 3.

7 W NRW@ (No Model.)

ifi/inw?? ashun-sneer. 4. M. R. MORE.

STEAM ENGINE.

' (No Modeny V Patented Feb. 26, 1.895.

UNITED STATES PATENT OFFICE.

MATTHEW ROBERT MOORE, OF INDIANAPOLIS, INDIANA.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 534,7 53, datedFebruary 26, 1.895.

' Application filed May 2, 1894. Serial No. 509,756. (No model.)

To all whom, it may concern:

Be it known that I, MATTHEW ROBERT MOORE, a citizen of the UnitedStates, residing at Indianapolis, in the county of Marion and State ofIndiana, have invented a certain new and useful Improvement inSteam-Engines, of which the following is a specification.

The improvement applies to the construction and mode of connection ofthe valves and adjacent parts.

I will describe the invention as applied to the type of engine known asCorliss. I will assume that the valves are operated in the manner of aOorliss engine, by moving them by a positive motion in the opening,opening to various extents, and allowing them to close and be arrestedautomatically 5- but the valves may be operated positively in bothdirections by any suitable mechanism, if preferred.

I bore a separate chamber for each valve in planes at right angles tothe axis of the main cylinder, and tit bushings or shells therein, whichserve as seats for the valves. Each shell is divided in two nearly orexactly equal parts, the joining line being slightly oblique so thateach part is tapered. One part being Set in position, the other part onbeing forced in acts wedge-wise and secures the parts tightly andreliably.

Instead of one or more ports extending lonl gitudinally of the valve andseat, and operated by a partially revolving or oscillating motion, Iprovide a great number of ports, each extending transversely ot' thevalveseat, and operate the valve by reciprocating it endwise.

The seat is cast integral with the lower portion of the shell, andextends across, presenting a double inclined surface. The seat. for eachsteam-valve is arranged Vwise,-the angle downward. The seat for eachexhaust valve is arranged A-wise,the angle upward. The valve in eachcaseis made to correspond. The angular form of the valve gives greatstrength with little weight, which is an important consideration withquick-working engines.

Each valve-rod mayreoiprocate in the axis of the shell. It may beconvenient to extend each rod the whole length of the valve and make theconnection where it can be easily accessible by removing the bonnetthrough which the valve is inserted and re moved. I will show theexhaust valves only as thus connected.

I have devised a construction by which each exhaust valve-rod extendsthrough a tubular passage provided below the seat, and is connected toits valve and operates it without involving any opening through whichsteam can pass from the cylinder to the exhaust passage.

The accompanying drawings form a part of this specification andrepresentwhat I consider the best means of carrying out the invention.They represent the novel parts with so much of the ordinaryparts as isnec` essary to indicate their relation thereto.

Figure lis a central vertical section through one end of a cylinder,Vwit-ha cross-section of the steam and exhaust valve at that end. Fig. 2is a vertical section on the line 2- 2 in Fig. 1. The remaining figuresare on a larger scale. Fig. 3 is a central vertical longitudinal sectionthrough the steam valve shell. It shows'each end with the mid-lengthportion brokenaway. Fig. 4 is a transverse section of the same. The leftside of this ligure is on the line s-s in Fig. 3, and the right side ofthis figure is on the line t-t in said figure. Fig. 5 is a centralvertical longitudinal seotion of the steam valve with certain portionsbroken away. Fig. 6 is a vertical cross-sec tion, the left side on theline u-u in Fig. 5, and the right side on the line o-v in said gure.Fig. 7 is a longitudinal section through the exhaust valve shell on theirregular line 7-7 in Fig. 8. It will be observed that the extreme upperportion of this gure is acentral vertical section,-next, anapproximately quarter depth above the center is at the angle indicatedby the angular line in Fig. S, while the lower portion of the figure ismainly ona line a little one side of the central web.I Fig. 8 is atransverse vertical section through the same exhaust shell. The leftside is on the line w-w in Fig. 7, and the right side on the line -az insaid ligure. Fig. 9`is a central longitudinal vertical section of theexhaust valve with the mid-length portion broken ICO away, and Fig. l0is a corresponding transsaid gure.

Fig. 1l is an end view, and Fig. 12 a longitudinal section showing amodification.

Similar letters of reference indicate like parts in all the figureswhere they appear.

Ais the cylinder; A,the head; a, the steam port, and ct the exhaustport.

B and 'C are the two parts of each steam;

shell are designated, when necessary, by su-v per-numerals.

The upper part B is formed with liberal apertures to admit the steam,and with webs B which stiften it. The function of this portion is tohold the lower portion C down firmly and tightly.

The lower part C is formed with two oppositely inclined nicely finishedfaces C', C2, which serve as valve-seats. In these faces are cut aseries of transverse ports c', c2. I have shown twentytwo (22) pairs.

D is a steam-valve, formed with two faces D', D2, carefully finished tomatch the correspondingly inclined faces C', C2, of the seat. In eachface of the valve are cut ports d', d2, corresponding to the ports c',02. In each both valve and valve-seat the bridges between the ports aretwice the'width of the ports so that the valve may have a lap of half aport width.

At one end of the V-section valve D is a sufficiently strong web D3 withits faces nicely finished. The steam valve-rod E matches in an open slotd3 in this web D3, and takes hold of this web by means of an offset andwasher E and nut E2, or by other firm and reliable connection. The unionis effected before the valve and rod are putin place. In the working ofthis valve the steam from the boiler at responding ports c', c2, thevalve is open and the steams flows freely through the valve and j seatand thence through the liberal apertures in the lower part C of theshell and flows to the cylinder to actuate the piston, not shown. i-

For the exhaust valve the upper part of the shell is provided withliberal apertures b which receive steam from the exhaust portf a of thecylinder. As in the other, the steamvalve, the function of this portionof the shell, f which I will mark Y, is mainly useful to hold the lowerportion Z which carries the valveseat firmly and tightly down, but it isalsov important in occupying space and thus reducing the loss in fillingvalve spaces. This lower portion is formed with two inclined faces Z',Z2, in each of which are cut a series of ports z', z2, extendingtransverse to the motion of the valve. The exhaust valve NV is formedwith correspondingly inclined faces W', W2, having corresponding portsw', l102. The valve is furthermore provided at the outer end with asufficiently deep web W3, formed with a s lot w3, which receives theoperating rod X equipped like the steam-valve rod with nuts X and X2.These parts are arranged at the outerend of the valve-chamber, the endfarthest from the valve operating mechanism and are easily accessible on,simply removing the bonnet. The valve can be conveniently connected anddisconnected.

I arrange to have .each valve-rod reciprocate in the' axial line of theshell. The crosssection of the steam valve and its seat islike theletter V. I will term it V-wise. The cross section of the exhaust valveand its seat is like an inverted V. I will term it A-wise. Thisarrangement reduces the clearance spaces. Besides having one the reverseof the other I use a different angle for the steam valve and its seatsfrom the exhaust valve and its seats. The angle which the two faces ofthe steam valve make with each other is about ninety degrees, the centerline being lowest. The angle which the two faces of the exhaust valvemake with each other is about one hundred and twelve degrees, the centerline being highest. This allows for the space required for the stem andits inclosing tubular casing, which will now be described.

Each lower half of the exhaust shell is formed with a sufficiently stoutcentral web Z3, braced by transverse webs Z4, all cast integral. At theproper height in this central web Z3 coinciding with the axis of theshell is a tubular passage extending the whole length, as indicated byz3. This passage is sufiiciently large to allow the valve-operating rodX to extend loosely through. The engine operates with the space in thelower portion of the shell except the interior of that tube Z3 inconstant communication with the exhaust passage, which coincides withthe liberal port c in the lower half of the shell and consequentlysubject to the low pressure therein, while the limited space above thevalve WV and also the space at the end Vof the shell where theconnection to the valve-rod is formed, and the small space around thevalverod within the tubular passage z3 `are subject to the fluctuatingconditions which obtain within the main cylinder. The point of exit ofthe valve-rod being guarded Iby an efficient stuffingbox,A2 and thecasting for the lower portion of the shell being sound andpsteamtight,the valve is worked above its seat by a rod beneath its seat withoutinvolving any opening through which steam can pass, or the necessity forany further steam-tight joint.

To admit steam and lubricant under each IOO ISO

' ing from the principle or sacrificing the advalve and to prevent theformation ot' ridges on the seats and valves by unequal wearing, anarrow groove m is planed across each seat at the middle of each bridge.f

The triangular shape of the valves allows them to be made very lightwithout sacrificingthe necessary stiiness and strength. Thus the inertiaof the valves, which in high-speed engines is a permanent source oftrouble, is reduced to a very small amount.

I do not in this patent claim the construction of the shell in two partswith the joining edges oblique, such being made a part of the subject ofa separate patent to me of even date herewith.

Modifications may be made without departvantages of the invention. I canvary the inclination of the faces. I can vary the num` ber of the ports,always having the same number of ports in the valve as in the seat towhich it is matched, and all equally spaced. I can vary the amount oflap. It is important, in working the steam-valves Corlisswise, allowingthem to shut automatically and be arrested gradually by a dash-pot, oran air or steam cushion, that there be sufcient lap to allow each valveto have some movement in the closed position and to come to rest withsome variation of position and still hold the port tightly closed.

Instead of the angle shown for the seats and valves I can give themvarious other angles, or can make them curved. I can have `the valve aportion of a cylinder and have it reciprocate on a correspondingcylindrical seat. Figs. l1 and l2 show such a form. I prefer the formstirst shown.

I claim as my inventionl. In a steam engine of the Corliss type,

a shell in two tapering parts one part havi ingV a valve seat formedthereon, bothA held in place by their mutual wedging action,substantially as herein specified.

2. In a steam engine, having reciprocating.;` valves the valve-seatswith faces Z', Z2, in-

clined relatively to each other, and transverse ports z', z2, havingalso a tubular passage z3, under the seat, incl osed steam-tight asshown, with free space around it for the passage of the steam, incombination with a valve W, having correspondingly inclined faces W',W2, and corresponding transverse ports w',- wz, and the reciprocatingvalve-rod X, extending through said passage z3, with means as the nutsX', X2 for engaging the parts together, and attaching and detaching therod and the valve, all arranged for joint operation substantially asherein speci'tied.

3. In a steam engine of the Corliss type, having valve-chambersextending transverse to the axis of the'cylinder, and havingsteamreceiving ports and steam-delivering ports,

4the angular steam valve seats arranged V-

